Steering systems, steering and speed coordination systems, and associated vehicles

ABSTRACT

In a broad respect, vehicles that are capable of making a low- to zero-radius turn using the independent rotation of drive wheels and by turning the non-driving steerable structure or structures (such as wheels) with a steering input device (in some embodiments, the driving wheels also may be capable of being turned). This may be accomplished using a steering system, a speed control system and an integration device (together, a control system) that are configured to work together to provide correct steering in forward and reverse, and, in some embodiments, to reduce the speed of the outboard drive wheel of the vehicle when it enters an extreme turn under constant speed input. Different systems configured for use in such vehicles are included.

CROSS-REFERENCE(S) TO RELATED APPLICATION(S)

This application claims priority to U.S. Provisional Patent ApplicationSer. No. 60/701,716, filed Jul. 22, 2005, U.S. Provisional PatentApplication Ser. No. 60/710,231, filed Aug. 22, 2005, and the U.S.Provisional Patent Application Ser. No. 60/731,593, filed on Oct. 28,2005 in the names of Axel Schaedler, Hans Hauser, Rick Ruebusch, IanDavid Cornwell, and Chris Greenwood and titled Steering Systems,Steering and Speed Coordination Systems, and Associated Vehicles. Thecontents of all three provisional applications are incorporated byreference.

BACKGROUND

1. Field of the Invention

The invention relates generally to vehicles that have low to zeroturning radius capability. Zero turning radius vehicles are oftendescribed as ZTR vehicles. However, this name has also been used todescribed vehicles capable of a turning radius that is not preciselyzero. More specifically, the invention relates to steering systems,steering and speed coordination systems, and vehicles that comprise oneor both types of systems.

2. Description of Related Art

ZTR vehicles are generally propelled by rear drive wheels, which can bedriven at different speeds to accomplish steering. The speed anddirection of rotation of the drive wheels of some ZTR vehicles arecontrolled through separate hand levers. Some users find these leversconfusing because they control both vehicle speed and direction.

Some ZTR vehicles use a steering wheel instead of separate controllevers. However, some of these vehicles do not provide correct steeringwhen the vehicle is in reverse. For example, when backing up and turningthe steering wheel to make a left-hand turn, some of these vehiclesproduce a right-hand rear turn where the front of the vehicle—instead ofthe rear—moves to the left. See U.S. Pat. No RE 34,057 as an example ofsuch a ZTR vehicle.

John Deere introduced a series of Spin-Steer Technology™ (SST) tractors.The SST tractors possess a rear-wheel driven differential steeringsystem controlled by a steering wheel, and a vacuum-actuated reverselogic system that provides for conventional steering in reverse. Thefront wheels are caster wheels that are not steerable. See U.S. Pat. No.6,256,357 for a description of these tractors.

U.S. Pat. No. 6,601,663 discloses a ZTR vehicle that utilizes a steeringwheel to control steering, and a single hydraulic variable displacementpump and dual variable displacement hydraulic motors, each of which iscoupled to a ground engaging wheel that is used to steer and drive thevehicle. This ZTR vehicle provides for proper steering in the forwardand reverse directions.

U.S. Patent Application Publication No. 2003/0102171 also discloses aZTR vehicle capable of proper wheel-effected steering in forward andreverse. The independently-actuated rear wheels drive the vehicle. Theyalso steer the vehicle by rotating at different speeds and/ordirections.

One problem with using caster wheels as non-steerable front wheels onZTR vehicles is noticeable when driving on the side of a hill. Gravitywill tend to pull the vehicle down the hill. This may cause the portionof the vehicle supported by the caster wheels to turn downhill againstthe operator's wishes. Additionally, when attempting to turn the ZTRvehicle uphill, the drive wheels may loose traction as the operatortries to produce the torque required to get the castor wheels pointed inthe uphill direction.

Steerable front wheels have been used on ZTR vehicles. See U.S. Pat. No.3,362,493 (Davis, et al.) and U.S. Pat. No. 5,042,238 and U.S. PatentApplication Publication No. 2003/0019682. However, each hasshortcomings. For example, the Davis patent device is not equipped witha system that can reduce the speed of the outboard drive wheel of avehicle entering an extreme turn at a constant speed input.

U.S. Pat. Nos. 6,196,342 and 6,129,164 disclose reverse steering logicmechanisms that are coupled to and interact with a dual differentialtype of drive and steer transmission to cause the transmission toexecute vehicle turns in the direction that the steering wheel is turnedwhen operating in forward or reverse. These patents disclose the use ofcaster wheels, and do not disclose the use of steerable front wheels.

U.S. Pat. No. 6,921,109 discloses a reverse steering logic mechanism anda mechanism for providing “variable steering responsiveness.” Itdiscloses using these mechanisms with the dual differential typetransmission in U.S. Pat. No. 6,196,342.

U.S. Pat. No. 6,905,985 discloses a complicated system of linkages thatpurportedly provides for steering control of front steerable wheels andtransmission-effected steering that rotates the rear wheels such thatthe vehicle turns in the direction that the steering wheel is turnedwhen operating in forward or reverse. This patent discloses the use ofthis system in combination with a dual differential type transmission.

U.S. Pat. No. 6,152,248 discloses the use of a non-circular gear pair inthe steering of a vehicle, but that gear pair does not control theturning of a non-driving wheel.

SUMMARY

In a broad respect, the invention relates to vehicles that are capableof making a low- to zero-radius turn (e.g., a small radius turn) usingthe independent rotation of drive wheels and by turning the non-drivingwheel or wheels with a steering input device (in some embodiments, thedriving wheels may also be capable of being turned). This may beaccomplished using a steering system, a speed control system and anintegration device (together, a control system) that are configured towork together to provide correct steering in forward and reverse, and,in some embodiments, to reduce the speed of the vehicle (specificallythe outboard drive wheel) when it enters a sufficiently extreme turn(e.g., one in which the ground engaging wheel can be turned no further)under constant speed input.

In some embodiments, these vehicles comprise a frame; a steerablestructure (such as a ground-engaging wheel, which also may becharacterized as a non-driving wheel) coupled to the frame; two drivewheels coupled to the frame; a transmission system capable of drivingthe two drive wheels at different speeds and in different directions; asteering assembly configured to control the steerable structure; a speedcontrol assembly coupled to the transmission system; and an integrationdevice that integrates a steering input with a speed input to steer anddrive the vehicle. The steering assembly, the speed control assembly andthe integration device are configured to work together to reduce thespeed of the outboard drive wheel during an extreme turn while the speedinput received by the speed control assembly is constant.

In some embodiments, these vehicles comprise a frame; a steerablestructure (such as a ground-engaging wheel) coupled to the frame; twodrive wheels coupled to the frame; a transmission system capable ofdriving the two drive wheels at different speeds and in differentdirections; a steering assembly configured to control the steerablestructure; a speed control assembly coupled to the transmission system,the speed control assembly including a speed input device configured tobe manipulated by an operator; and an integration device that integratesa steering input with a speed input to produce a blended output forsteering and driving the vehicle that is transmitted to the transmissionsystem as a result of an operator manipulating the speed input device.The steering assembly, the speed control assembly and the integrationdevice are configured to work together to steer the vehicle correctly inboth forward and reverse during a turn. Stated another way, the steeringassembly, the speed control assembly and the integration device areconfigured to work together such when the vehicle is turned, thedirection of the turn is the same for a given steering input whether thevehicle is traveling in forward or reverse. As a result, the directionof the turn does not change when going from forward to reverse.

In another respect, the invention relates to a driving and steeringsystem that comprises at least one steering cam configured to receive asteering input and be coupled to and articulate a non-driving wheel; aspeed cam coupled to the steering cam and movable in response to a speedinput; and an assembly coupling the steering cam to the speed cam. Thesystem can include two steering cams positioned on opposite sides of asteering input device (such as a steering wheel), and a speed cam can becoupled to each of the speed cams to form two pairs of steering andspeed cams. The steering cams can be configured to have the same shape,and the speed cams can be configured to have the same shape. Theassembly can be configured to move the steering cams in oppositedirections in response to a given steering input and to move the speedcams in the same direction in response to a given speed input.

In another respect, the invention relates to a driving and steeringsystem that comprises two steering cams that move in opposite directionsin response to a steering input; a speed cam coupled to each steeringcam and movable in response to a speed input; and an assembly couplingeach steering cam to one of the speed cams.

In another respect, the invention relates to a steering system thatcomprises a first gear pair that controls the turning of a non-drivingwheel (meaning that the transmission system is not involved with suchcontrol), the first gear pair including a non-circular drive gear thatengages a non-circular driven gear. Each gear pair of the system can bedesigned to cause the non-driving wheels to follow a vehicle turn radiusthat matches (or at least substantially matches) the vehicle turn radiusproduced by the driving wheels (under the control of the transmissionsystem).

In another respect, the invention relates to a steering system thatcomprises a gear pair having a non-uniform gear ratio, the gear pairbeing configured to control the turning of a non-driving wheel (meaningthat the transmission system is not involved with such control).

In another respect, the invention relates to a vehicle that comprises aframe; at least two non-driving wheels coupled to the frame; at leasttwo drive wheels coupled to the frame; a transmission system capable of(a) driving the two drive wheels at different speeds and in differentdirections and (b) causing the drive wheels to produce a first vehicleturning radius; and a steering assembly configured to cause thenon-driving wheels to produce a second vehicle turning radius, thesteering assembly including two pairs of non-circular gears configuredsuch that the second vehicle turn radius can be equal to the firstvehicle turn radius during operation of the vehicle.

In another respect, the invention relates to a steering system in avehicle having at least two non-driving wheels, at least two drivewheels, and a transmission system capable of (a) driving the drivewheels at different speeds and in different directions and (b) causingthe drive wheels to produce a first vehicle turn radius, the steeringsystem comprising: first and second pairs of non-circular gearsconfigured to work together to cause the non-driving wheels to produce asecond vehicle turning radius that is equal to the first vehicle turningradius for a given steering input.

In another respect, the invention relates to a steering system in avehicle having at least two non-driving wheels, at least two drivewheels, and a transmission system capable of (a) driving the drivewheels at different speeds and in different directions and (b) causingthe drive wheels to produce a first vehicle turn radius, the steeringsystem comprising: first and second pairs of gears that each have anon-uniform gear ratio and that are configured to work together to causethe non-driving wheels to produce a second vehicle turning radius thatis equal to the first vehicle turning radius for a given steering input.

In another respect, the invention relates to a steering system thatcomprises a first gear pair including a first drive gear coupled to afirst driven gear that is coupled to a king pin, the first gear pairbeing configured to rotate the king pin through a greater angle inresponse to an inward turn caused by a first steering input than inresponse to an outward turn caused by a second steering input that isequal in magnitude but opposite in direction to the first steeringinput.

Different aspects of these devices (e.g., vehicles) and systems, as wellas other devices and systems, are described below.

BRIEF DESCRIPTION OF THE DRAWINGS

The following drawings illustrate by way of example and not limitation.Identical reference numerals do not necessarily indicate an identicalstructure. Rather, the same reference numeral may be used to indicate asimilar feature or a feature with similar functionality. Every featureof each embodiment is not always labeled in every figure in which thatembodiment appears, in order to keep the figures clear. At least FIGS.5-13 are drawn to scale, meaning the sizes of the depicted elements areaccurate relative to each other for at least one set of embodiments ofthe present devices and systems.

FIG. 1 is a perspective view of a lawn and garden type vehicle;

FIG. 2A is a top view of the steering assembly and front axle of thevehicle of FIG. 1;

FIG. 2B is a top view of the speed control assembly and the transmissionsystem of the vehicle of FIG. 1;

FIGS. 3A and 3B schematically illustrate the positions of the steerable,ground-engaging front wheels of an embodiment of the present vehicles;

FIG. 4 is a partial perspective view of the steering and speed controlassemblies of the vehicle of FIG. 1 coupled together with an integrationdevice;

FIG. 5 illustrates a perspective view of the front axle of the vehicleof FIG. 1;

FIG. 6A is an enlarged partial perspective view of one of the frontwheel assemblies of the vehicle of FIG. 1;

FIGS. 6B-6E are enlarged partial perspective views of differentembodiments of front wheel assemblies that may be used with the vehicleof FIG. 1;

FIG. 7 illustrates a perspective view of another embodiment of the frontaxle of the vehicle of FIG. 1;

FIGS. 8A-8C illustrate views of a gear pair used with the front wheelassembly of FIG. 6;

FIG. 9A-9C illustrate views of an alternate embodiment of a gear pairused with the front wheel assembly of FIG. 7;

FIG. 10 is a perspective view showing aspects of the of the speedcontrol assembly of FIG. 2B;

FIG. 11 is a perspective view showing the interaction between thesteering assembly and the speed control assembly of the vehicle of FIG.1;

FIG. 12 is a close-up view of one of the present steering controlmembers in the form of a steering cam;

FIG. 13 is a close-up view of one of the present speed control membersin the form of a speed cam;

FIGS. 14A-14C show the position of the speed control member from FIG. 13in neutral, forward and reverse, where the vehicle is steered straightahead;

FIGS. 15A-15C show the position of the speed control member from FIG. 13in neutral, forward and reverse, where the vehicle is in a maximum turnand the depicted speed control member is on the inboard side of theturn;

FIG. 16 charts the speed of the wheels for one embodiment of the presentvehicle versus the applied steering for a constant speed input;

FIG. 17 is a top view of an alternate embodiment of a steering assembly,a speed control assembly, and an integration device that may be usedwith the vehicle of FIG. 1;

FIGS. 18 and 19 are different perspective views of a variable pitch wormof the steering assembly of FIG. 17;

FIG. 20 is a side view of a portion of the arrangement shown in FIG. 17;

FIG. 21 is an exploded view of another embodiment of a steeringassembly, a speed control assembly, and an integration device that maybe used with the vehicle of FIG. 1;

FIG. 22 is a perspective view from below of the system of FIG. 21;

FIG. 23 is a perspective view from above of the system of FIG. 21;

FIGS. 24 and 25A-25D represent, in schematic form, variousconfigurations of the system of FIG. 21;

FIG. 26 is a cross-sectional illustration of an embodiment of a steeringand speed control assembly;

FIG. 27 is a plan view of a further embodiment of portions of the systemof FIG. 21;

FIG. 28 is a side view of the embodiment of FIG. 27;

FIG. 29 is a section in a longitudinal plane through a transmissionsuitable for use as one of the present drive units;

FIG. 30 is a schematic representation of the transmission of FIG. 29;and

FIG. 31 is a cross-sectional view (without the cross hatching) of thetransmission of FIG. 29 looking in the direction of arrows III-III.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

The terms “comprise” (and any form of comprise, such as “comprises” and“comprising”), “have” (and any form of have, such as “has” and“having”), “contain” (and any form of contain, such as “contains” and“containing”), and “include” (and any form of include, such as“includes” and “including”) are open-ended linking verbs. Thus, avehicle that “comprises” a frame; a steerable structure coupled to theframe; two drive wheels coupled to the frame; a transmission systemcapable of driving the two drive wheels at different speeds and indifferent directions; a steering assembly configured to the steerablestructure; a speed control assembly coupled to the transmission system;and an integration device that integrates a steering input received bythe steering assembly with a speed input received by the speed controlassembly to steer and drive the vehicle; where the steering assembly,the speed control assembly and the integration device are configured towork together to reduce the speed of the outboard drive wheel during anextreme turn while the speed input received by the speed controlassembly is constant, is a vehicle that possesses the listed elements,but is not prohibited from possessing elements that are not listed (suchas an additional steerable structure).

Likewise, an element of an apparatus that “comprises,” “has,” “contains”or “includes” one or more features possesses those one or more features,but is not limited to possessing only those one or more features.Furthermore, a structure that is configured in a certain way must beconfigured in at least that way, but also may be configured in a way orways that are not specified.

The terms “a” and “an” are defined as one or more than one unless thisdisclosure explicitly requires otherwise. The terms “substantially” and“about” are defined as at least close to (and includes) a given value orstate (preferably within 10% of, more preferably within 1% of, and mostpreferably within 0.1% of).

General Configuration

Referring now to the figures, FIG. 1 illustrates a vehicle 10, such as alawn and garden tractor. The vehicle 10 includes a prime mover 12, suchas an engine, that is mounted to a structural frame or chassis 14. Thevehicle 10 includes drive wheels 16, such as left and right rear drivewheels that are coupled to the frame 14. The drive wheels 16 areoperatively coupled to the engine 12 through a transmission system toprovide locomotion to the vehicle 10. The vehicle 10 also has steerablestructure 18, such as right and left front ground-engaging wheels, whichmay be non-driving wheels. Other embodiments of the vehicles have onlyone steerable structure (e.g., three-wheeled all-terrain vehicles).Furthermore, in some embodiments, steerable structures such as skis maybe used instead of wheels.

The chassis 14 supports an operator station comprising a seat 22.Vehicle 10 also includes a mower deck 26 mounted to the vehicle 10 inany manner chosen with sound engineering judgment. The invention isapplicable to other types of vehicles, including but not limited toutility vehicles, off road vehicles, tractors, golf carts, and evenautomobiles.

As shown in FIGS. 2A and 2B, the front wheels 18 are coupled to theframe of the vehicle through a pivotable connection to a front axle 19mounted on the chassis 14. The front wheels 18 are also coupled to asteering assembly 20, which is configured to control the direction theyturn as discussed more fully below. In the embodiment of the presentvehicles shown in the figures, the front wheels are the steerable wheels18 and the rear wheels are the drive wheels 16. However, one skilled inthe art will understand that the rear wheels may be the steerable wheelsand the front wheels may be the drive wheels without departing from thescope of the invention. Likewise, the front wheels may be both thesteerable wheels and the drive wheels.

A steering input device 24 (which is part of the embodiment of thesteering assembly 20 shown in the figures) and a speed input device 28(which is part of the embodiment of the speed control assembly discussedbelow) are located near the seat 22 (FIG. 1) so that they are accessibleto the operator of the vehicle. An operator may apply a steering inputto the steering input device 24, which transfers the steering input tothe steering assembly 20. Steering input device 24 may take the form ofa conventional steering wheel. However, the steering input device 24 maybe another suitable steering device, including, but not limited to, asteering rod or joystick (not shown).

The speed input device 28 provides a speed input to the balance of thespeed control assembly 21, and (at least in part) regulates the forwardand reverse speed of the vehicle 10. Speed input device 28 may take theform of a single pedal, such as a treadle pedal arrangement mounted on asingle shaft. In such an embodiment, the speed input device 28 is rockedforward to select forward drive, or rocked backward to select reversedrive. The speed input device 28 may be biased toward a central positionthat corresponds to a neutral or stationary condition.

Vehicle 10 also includes an integration device 27 that is configured tointegrate a steering input received by the steering assembly 20 via thesteering input device 24 with a speed input received by the speedcontrol assembly (discussed below) via the speed input device 28 todrive and steer the vehicle 10. The configurations of the presentsteering assemblies, speed control assemblies and integration devicesallow the vehicle to make small- to zero-radius turns.

The left and right drive wheels 16 are driven through a transmissionsystem that, in the depicted embodiment, comprises left and right driveunits 29. Vehicle 10 includes a speed control assembly 21 that controlsthe direction and magnitude of rotation of the rear drive wheels 16. Thedrive units 29 may be transmissions of the continuously variable type,capable of providing a continuous range of ratios from forward toreverse. Examples of a suitable transmission utilizing a ratiovarying-device, or variation, in conjunction with an epicyclic shuntgear to provide a geared neutral facility is described in InternationalApplication PCT/GB03/00332, published under WO 03/064892, andInternational Application PCT/GB03/02332, published under WO 03/100295,both of which are incorporated by reference for those descriptions.Alternately, the drive units 29 may be hydrostatic transmissions (HST)or electric motors, both of which are well known in the art. The driveunits 29 may be used to independently drive the drive wheels 16.

The driver dictates the speed and direction of the vehicle 10 bymanipulating the steering input device 24 and the speed input device 28,which transmit the steering and speed inputs received from the driver tothe balance of the steering and speed control assemblies that are linkedby the integration device 27. The manner in which the steering and speedcontrol assemblies work together through the integration device to driveand steer the vehicle is described in more detail below. In theembodiment of vehicle 10 shown in the figures, the amount of torque thatthe rear drive wheels must produce to turn the vehicle 10 is reducedbecause front wheels 18 are steerable. In contrast, the drive wheels 16of some conventional ZTR vehicles with non-steerable castor wheels mustproduce significant torque to cause the castor wheels to react and pointin the desired direction. Furthermore, a certain amount of familiarityand skill is required to prevent skidding the inboard drive wheel andtearing the grass under the wheel.

In the embodiment of vehicle 10 shown in the figures, the right and leftdrive wheels 16 are coupled to chassis 14 such that their direction isfixed and their rotational axes are in constant alignment. In contrast,the front steerable wheels 18 are coupled to the chassis 14 in a waythat gives them the ability to change direction. FIGS. 3A and 3B areschematic top views of the vehicle 10 illustrating that it possesses theability to achieve substantially true Ackermann steering. FIG. 3A showsa non-zero radius turn, and FIG. 3B shows a zero-radius turn. When frontwheels 18 make the turn depicted in FIG. 3A, they take two distinctarc-like paths P_(i) and P_(o), which ideally will have a common centerpoint C located along the axis that extends through the center of bothdrive wheels 16. Lines L_(i) and L_(o) extend from center point C andintersect the paths P_(i) and P_(o), respectively, of the two wheels atthe rotational centers of the wheels. The use of a substantially-trueAckermann steering geometry (which can be achieved using some of theembodiments discussed below) can help to avoid scrubbing rubber from thetire tread on the outboard wheel or damaging vegetation under the frontwheels.

Steering Assembly 20

Aspects of steering assembly 20 are depicted in, e.g., FIGS. 2A-12. Onefunction of the steering assembly 20 is to couple the steering inputdevice 24 to the front steerable wheels 18 to aid in guiding vehicle 10.Another function of the steering assembly 20 is to provide a steeringinput to the integration device 27, which can coordinate that steeringinput with a speed input received through the speed input device 28.Another function of the steering assembly 20 is its ability to turn thevehicle 10, even in a zero turning radius mode (or a small turningradius mode), while receiving an input from a conventional steeringinput device such as a steering wheel.

In one embodiment, the steering assembly 20 includes a steering shaft 30extending downwardly from the steering input device 24 and terminatingin a toothed steering pinion 32. The steering shaft 30 is rotatablycoupled to the chassis 14 with a bushing 34 or any other suitable meansusing sound engineering judgment. The steering shaft 30 and pinion 32take the steering input received through the steering input device 24and take part in transmitting it to front wheel assemblies 50, whichthen convert the steering input into desired steering angles of thefront wheels 18, as explained below. In one embodiment, the couplingbetween the steering shaft 30 and the front wheel assemblies isaccomplished using, in part, left and right bevel gears 36. The pinion32 is positioned between and simultaneously engages the left and rightbevel gears 36 such that rotation of the pinion 32 causes simultaneousrotation of the left and right bevel gears 36. The steering input device24 and steering pinion 32 may be rotated through about 120 degrees ofmovement. For example, the steering input device 24 may be selectivelyrotated 60 degrees in a first direction with respect to a neutralsteering position and 60 degrees in a second direction. However, thesteering input device 24 and steering pinion 32 may be configured forrotation through any range of angles suited to a given application.

Rotating the steering input device 24 and pinion 32 in a first directioncauses one of the bevel gears 36 to rotate forward or toward the frontof the vehicle 10 and the other bevel gear 36 to rotate backward ortoward the rear of the vehicle 10. The left and right bevel gears 36 arecoupled to left and right jack shafts 38, respectively. Preferably, theleft and right sides of the steering assembly 20 are substantiallyidentical but mirror images of each other. Accordingly, only the rightside of the steering assembly 20 will be described below.

As shown FIG. 4, the jack shaft 38 is positioned generally orthogonal tothe steering shaft 30 and is coupled to a steering mechanism 40 at itsouter end. In one embodiment, the steering mechanism is a steering cam40. The steering cam 40 is coupled to the jack shaft 38 so that it maybe rotated by movement of the jack shaft 38 in first and seconddirections about pivot 41, through which the axis of the jack shaft 38extends. An outer portion of the steering cam 40 is coupled to a draglink 42. In the FIG. 4 embodiment, when the steering cam 40 is rotatedin a clockwise direction (which would occur during an outboard turn forthe depicted steering cam), the drag link 42 moves forward or toward thefront of the vehicle 10, and when the steering cam 40 is rotated in acounter-clockwise direction (which would occur during an inboard turn),the drag link 42 moves toward the rear of the vehicle 10. (The directionthe drag link 42 moves depends on the position of the drag link 42 withrespect to the pivot 41.) Thus, rotation of the steering input device 24is transmitted into forward or aft movement of the drag link 42.Preferably, the drag link 42 is coupled to the steering cam 40 with asuitable linkage 44, such as a ball linkage. The drag link 42 is alsocoupled to a front wheel assembly 50, which converts the steering inputreceived by the steering input device 24 into a steering angle of thefront wheel 18. More specifically, the front wheel assembly 50translates the position of the support structure about which front wheel18 rotates in response to the steering input received through the draglink 42 from the steering input device 24.

Steering input device 24 may be coupled to front wheel assemblies 50 inother ways in other embodiments using sound engineering judgment.

Turning to FIG. 5, the front wheel assembly 50 includes a steering ordriving gear 52 pivotably mounted on a post 54 received in the frontaxle 19. The steering gear 52 has a linking portion 56 to which the draglink 42 may be coupled with a suitable connector, such as a ballconnector 58. As best seen in the enlarged view of FIG. 6A, the steeringgear 52 has teeth 60, one or more of which mesh with one or more of theteeth 62 of wheel or driven gear 70. The wheel gear 70 is coupled to thefront wheel 18 in order to steer the front wheel to the left or right.In one embodiment, the wheel gear 70 is mounted on a king pin 74 so thatrotation of the wheel gear 70 causes rotation of the king pin 74. In theillustrated embodiment, the king pin 74 has a square head 75 about whichthe wheel gear 70 rotates. The king pin 74 is pivotably coupled to thechassis 14 of the vehicle 10 by virtue of being rotatably mounted to thefront axle 19 using a suitable bearing, bushing or the like 79. A pivotshaft 76 extends generally orthogonal to the king pin 74, and the frontwheel 18 is rotatably mounted on the pivot shaft 76.

As FIG. 6A shows, the steering gear 52 can pivot about post 54 due tothe force transmitted through the drag link 42 as a result of thesteering input received through the steering input device 24. Therotation of steering gear 52 is transmitted to the wheel gear 70 tochange the direction of the front wheel 18. The front wheel assemblies50 enable the two front wheels 18 to be driven in substantially trueAckermann steering geometry.

In one embodiment, the linking portion 56 to which the drag link 42 iscoupled is positioned inward of the post 54 about which the steeringgear 52 pivots and to the rear of a line L connecting the two posts 54,as best seen in FIG. 2A. Line L is generally parallel to the transverseaxis of the vehicle 10 and perpendicular to the longitudinal or majoraxis of the vehicle 10. During a turn, the drag link 42 on the inboardside moves in a first direction (e.g., to the rear) while the drag link42 on the outboard side of the turn moves in a second direction (e.g.,to the front). Movement of the inboard drag link 42 causes the linkingportion 56 to move further to the rear with respect to the post 42 andaway from line L as the steering gear 52 pivots around the post 54. Onthe outboard side, the outboard drag link 42 moves forward, causing thelinking portion 56 to move forward toward the front of the vehicle asthe steering gear 52 pivots.

At first, the outboard linking portion 56 moves closer to the line L.Continued rotation of the steering input device 24 may cause the linkingportion 56 to pass through the line L and then move away from, andforward of, line L. Steering assembly 20, and more specifically eachwheel assembly 50, is configured such that the magnitude of thecomponent of the movement of the drag link 42 that causes rotation ofthe steering gear 52 increases as the linking portion 56 moves away fromline L. Thus, the movement of the drag link 42 on the inboard side inthe rear direction causes a larger rotational movement of the steeringgear 52 on the inboard side than the forward movement of the drag link42 on the outboard side. Therefore, the inboard front wheel 18 rotatesfaster and further to contribute to the substantially true Ackermannsteering geometry.

As shown in FIGS. 5 and 6A, the front axle 19 is preferably notstraight. Instead, it has non-linear portions 90 near either end thathave a forward slanting portion 91 joined to a rear slanting portion 92.Each rear slanting portion 92 leads to an outer portion 93 of the axle19 located near where the front wheel 18 is mounted. Each non-linearportion 90 of the front axle 19 forms a pocket 94 to the rear of thefront axle 19 that receives the front steerable wheel 18 on the inwardside during an extreme turn. The pocket 94 allows the inward frontsteerable wheel 18 to be turned greater than 90 degrees, and preferablybetween 100 and 120 degrees as illustrated in FIG. 3B, without havingthe rear portion of the front wheel 18 on the inside of the turn contactthe front axle 19.

Other gear arrangements besides those shown in FIGS. 5 and 6A may beused for front wheel assemblies 50. For example, FIGS. 7 and 9A-9C,discussed below, show other non-circular gears that may be used forfront wheel assemblies 50. Some additional alternatives are shown inFIGS. 6B-6E. These figures depict an enlarged partial view of the frontright wheel assembly 50. In contrast to FIG. 6A, the pocket 94 of frontaxle 19 in each of FIGS. 6B-6E is facing the viewer of the figure, andthe drag link 42 and ball connector 58 are swiveled away from the viewer(such as to be used with a steering pinion oriented in front of thefront axle 19), though if used with the version of steering assembly 20shown in FIG. 2A would point back toward the viewer. FIG. 6B shows anexample of a front wheel assembly 50 comprising a driving gear 52 and awheel gear 70 that are both circular and coupled with a chain 59. Thepost 54 on which driving gear 52 is mounted extends up through lever 51.The lever 51 may be coupled to the driving gear 52 using any suitablemeans, such that rotation of the lever 51 about the axis of the post 54also causes a rotation of the steering gear 52. The angle of the lever51 with respect to the “straight ahead” position of the driving gear 52can be set (taking into account other relevant factors, such as thecoupling between the driving and driven gears, and the manner in whichthe front steering assemblies are coupled to each other) to providesubstantially true Ackermann steering (as is true of embodiments shownin FIGS. 6C and 6D).

FIG. 6C shows an example of a front wheel assembly 50 comprising adriving gear 52 and a wheel gear 70 that are both circular and coupledwith a belt 59A.

FIG. 6D shows an example of a front wheel assembly 50 comprising adriving gear 52 and a wheel gear 70 that are both circular. The twogears are coupled by virtue of one or more of the teeth 60 of thedriving gear meshing with one or more of the teeth 62 of the drivengear.

FIG. 6E shows another embodiment of front wheel assembly 50. Lever 51 iscoupled to the planet carrier 53 of planetary gear 57. Planet carrier 53is coupled to the king pin, which controls the articulation of the pivotshaft 76. The ring 71 of the planetary gear 57 is coupled through an armto the post 54, which is shorter in this embodiment and does not extendthrough to the bottom of the front axle 19. The angle of the lever 51with respect to the “straight ahead” position of the planet carrier 53can be set (taking into account other relevant factors, such as theorientation of the planet carrier relative to the king pin, and themanner in which the front steering assemblies are coupled to each other)to provide substantially true Ackermann steering.

FIG. 7 illustrates another embodiment of the wheel assembly 50. In thisembodiment, the linking portion 56 is even with the post 54 about whichthe steering gear 52 pivots when in the neutral position so that thelinking portion 56 and the post 54 are aligned parallel to thetransverse axis of the vehicle 10. In this embodiment, the drag links 42on either side of the vehicle move in opposite directions but cause thesame magnitude of rotation of the two steering gears 52. In thisembodiment, the shape of the gears 52 and 70 cause the inboard frontwheel 18 to rotate faster and further to provide the desired Ackermannsteering geometry because they are configured as shown in FIGS. 9A-9Cand described below. Preferably, a front tie bar 78 couples the twowheel assemblies 50 together to provide structural support. Such a tiebar can be used to couple the two wheel assemblies shown in the FIGS. 5and 6A-6E embodiments as well.

One purpose of the front tie bar is to aid in distributing loads, suchas when one of the front wheels 18 hits a curb or other object. Theforce from striking the object can be distributed through both wheelassemblies 50 through the front tie bar and then to the chassis 14. Thisreduces the shock that is transmitted back through the steering systemto the steering input device 24 and felt by the operator.

Non-Circular Gears

Turning now to FIGS. 8A-8C, in one embodiment, the steering gear 52 andthe wheel gear 70 combine to form a non-circular gear pair 81. In onepreferred embodiment, the steering gear 52 has a shape comprising twospline portions 82, 84 connected by a valley portion 86. As seen in FIG.8A, the distance from pivot axis A_(s), of the steering gear 52 to thepitch line P_(s) of the steering gear 52 in the spline portions 82, 84is greater than the distance from the pivot axis A_(s), of the steeringgear 52 to the pitch line P_(s) of the steering gear 52 in the valleyportion 86. The rear portion 85 of the steering gear 52 can have anyshape selected to accomplished the desired steering, such as the shapedepicted in FIG. 6A. The wheel gear 70 has a substantially parabolicshaped portion 87 having a vertex 88. The rear portion 89 of the wheelgear 70 can have any shape selected to accomplish the desired steering,such as the shape depicted in FIGS. 8A-8C.

In the neutral or straight-ahead position, at least one or more of theteeth 62 near the vertex 88 of the parabolic portion 87 of the wheelgear 70 engage at least one or more of the teeth 60 in the valleyportion 86 of the steering gear 52 as illustrated in FIG. 8A. As thesteering gear 52 is rotated around its axis A_(s), one of the splineportions 82, 84 engages the side of the parabolic portion 87 as thedriven wheel gear 70 rotates around its axis A_(w), as illustrated inFIGS. 8B and 8C.

In one embodiment, the spline portions 82, 84 of the steering gear havea different number of teeth. In the illustrated embodiment, the splineportion 82 has five teeth 60 and the spline portion 84 has seven teeth60. The spline portion 84 has additional teeth 60 that extend furtheraround the steering gear 52 on the side that engages the wheel gear 70during an inward turn. The inward front wheel 18 must turn through agreater angle than the outboard front wheel 18 to meet the Ackermanngeometry. Accordingly, the spline portion 82 that engages the wheel gear70 when making a turn on the outward side does not need as many teeth 60because the outward front wheel 18 does not turn as far.

The non-circular shapes of the steering gear 52 and the wheel gear 70(and, more specifically, the non-circular shapes of the toothed portionsof the steering and wheel gears) enable the gear combination to have anon-uniform gear ratio. In the neutral position, the ratio of thedistance between the pivot axis A_(s), of the steering gear 52 to thepitch line P_(s) of the steering gear 52 to the distance between thepivot axis A_(w) of the wheel gear 70 and the pitch line P_(w) of thewheel curve is preferably between about 1.0:1.0 and 2.0:1.0, and morepreferably about 1.5:1.0. In the extreme turning position illustrated inFIG. 8C, the ratio of the distance between the pivot axis A_(s) of thesteering gear 52 to the pitch line P_(s), of the steering gear 52 to thedistance between the pivot axis A_(w). of the wheel gear 70 and thepitch line P_(w) of the wheel curve is preferably between about 2.0:1.0and 4.0:1.0, and more preferably about 3.0:1.0. However, any gear ratiosuited to the application may be chosen. Thus, in a preferredembodiment, the output of the gear ratio may range from 1.0:1.0 to4.0:1.0, and more preferably from 1.5:1.0 to 3.0:1.0 as the gears rotateas shown in FIGS. 8A, 8B and 8C.

The position of linking portion 56 on drive gear 52 and the non-uniformgear ratio of the gear pair permits the steering angle of the frontwheels 18 to be responsive to the magnitude of the desired turn asdetermined by the input to the steering input device 24. When thevehicle 10 is traveling straight ahead or in a slight turn and thesteering input device 24 is close to the neutral position, it ispreferable for the movement of the steering input device 24 to causeonly relatively small changes in the angle of the front wheels 18. Thisenables the operator to travel in straight lines and precisely controlthe vehicle. On the other hand, when the operator desires to perform anextreme turn, it is useful for the movement of the steering input device24 to cause a relatively larger corresponding change in the steeringangle of the front wheels 18. Accordingly, in some embodiments, thesteering system 20 is configured such that movement of the steeringinput device 24 in the plus or minus twenty degree range from neutralcauses a relatively small change in the steering angle of the vehicle.However, when the steering input device 24 is turned for an extremeturn, such as a zero radius turn, the steering assembly 20 increases thechange in the steering angle so that the front wheels 18 rapidly reachthe larger steering angle.

For example, some embodiments of the steering assembly 20 may beconfigured such that movement of the steering input device 24 to aposition between about 10 degrees and about 20 degrees from the neutralposition causes a corresponding change of the steering angle of thevehicle of between about 5 and about 20 degrees. In such embodiments,movement of the steering wheel to a position between about 20 degreesand about 40 degrees from neutral causes a corresponding change of thevehicle steering angle of between about 20 and about 60 degrees. In suchembodiments, movement of the steering wheel to a position between about40 degrees and about 60 degrees from neutral causes a correspondingchange of the steering angle of between about 60 and about 120 degrees.Dimensions of the steering and wheel gears of a given gear pair, such asthe pitch lines, may be set so that the rotational axes of both frontsteerable wheels 18 are always made to intersect with the single point Con the rotational axis of drive wheels 16 to provide substantially trueAckermann steering.

FIGS. 9A-9C illustrate another embodiment of a non-circular gear pair81A. This gear pair 81A has non-uniform pitch lines such that the shapesof the steering gear 52A and wheel gear 70A produce substantially trueAckermann steering geometry. This gear pair 81A may be used with theembodiment of the wheel assembly 50 shown in FIG. 7.

The steering gear 52A has a shape comprising two spline portions 82A,84A connected at a juncture 86A. The spline portion 82A is engaged whenthe front wheel 18 to which the gear pair 81A is coupled is on theoutboard side of the turn and the spline portion 84A is engaged when thefront wheel 18 is on the inboard side of the turn. In the FIG. 9Aembodiment, the distance from pivot axis A_(s) of the steering gear 52Ato the pitch line P_(s) of the steering gear 52A in the spline portion82A is substantially constant throughout the spline portion 82A, suchthat this portion of the steering gear 52A resembles a sector of acircle. However, the distance from pivot axis A_(s) of the steering gear52A to the pitch line P_(s) is non-uniform in the spline portion 84A.Accordingly, the embodiment of steering gear 52A may be characterized asa non-circular gear, or as having a non-circular toothed portion.

Preferably, the distance from pivot axis A_(s) to pitch line P_(s)progressively increases to between about 110% and about 150% of thedistance to the pitch line at the juncture 86A. In the illustratedembodiment, the distance from pivot axis A_(s) to the pitch line P_(s)near the teeth that engage the wheel gear 72A during an extreme inwardturn is about 123% of the pitch line at the neutral position. The rearportion 85A of the steering gear 52A can have any suitable shape, suchas the shape shown in FIG. 7.

The wheel gear 70A also has a non-uniform pitch line configured to matchthe pitch line of the steering gear 52A. In the illustrated embodiment,the wheel gear 72A has a first portion 83A in which the distance fromthe pivot axis A_(w) of the wheel gear 70A to the pitch line P_(w) ofthe wheel gear 70A is substantially constant throughout the portion 83A,such that this portion of the wheel gear 70A resembles a sector of acircle. The wheel gear 70A has a non-uniform portion 87A in which thedistance from the pivot axis A_(w) of the wheel gear 70A to the pitchline P_(w) of the wheel gear 70A in the portion 87A is non-uniform. Theuniform and non-uniform portions meet at a juncture 88A.

In the neutral or straight-ahead position, one or more of the teeth 62Anear the juncture 88A of the wheel gear 70A engage one or more of theteeth 60A near the junction 86A of the steering gear 52A as illustratedin FIG. 9A. When making an inward turn as illustrated in FIGS. 9B and9C, the steering gear 52A is rotated around the axis A_(s) such that thespline portion 84A engages the non-uniform side 87A of the wheel gear70A as the wheel gear 70A rotates around axis A_(w).

Preferably, the distance from pivot axis A_(w) to the pitch line P_(w)progressively decreases to between about 50% and about 75% of thedistance at the juncture 88. In the illustrated embodiment, the distancefrom pivot axis A_(s) to the pitch line P_(s) near the teeth that engagethe wheel gear 72A during an extreme inward turn as shown in FIG. 9C isabout 65% of the pitch line at the neutral position. The rear portion89A of the wheel gear 70A can have any shape selected using soundengineering judgment, such as the shape shown in FIG. 7.

In one embodiment, the position of the teeth 60A, 62A and the pitchlines P_(s). and P_(w) for the steering gear 52A and wheel gear 70A arechosen so that substantially true Ackermann steering is provided by thegear pair 81A. One method of selecting the pitch lines P_(s) and P_(w)begins with determining the desired steering angles for the inside andoutside front wheels 18. Referring back to FIG. 3A, the inside wheelsteering angle α and outside wheel steering angle ω can be determinedusing the following formula:Tan (90°−ω)=[tan (90°−α)−L+W]/L  [Equation 1]

Using the desired steering angles, the pitch lines P_(s) and P_(w) maybe set so that the rotational axes of both front steerable wheels 18 arealways made to intersect with a single point C located on the rotationalaxis of drive wheels 16, as seen in FIGS. 3A and 3B.

In the illustrated embodiment, the portions of the steering gear 52A andwheel gear 70A that engage each other when the gears are on the outsideposition of a turn (spline portion 82A and portion 83A) have uniformpitch lines, while the portions of the gears that engage each other whenthe gears are on the inside position of the turn (spline portion 84A andportion 87A) have non-uniform pitch lines. However, all portions of thegears can be non-uniform as long as the pitch lines P_(s) and P_(w) areselected to produce a substantially true Ackermann steering geometry forturning the front wheels 18.

The front wheel 18 on the inboard side of a turn steers through agreater steering angle than the outboard front wheel 18 in order to meetthe Ackermann geometry. However, in the embodiment of the gear pairshown in FIGS. 9A-9C, the steering gears 52A on the inboard and outboardsides of the vehicle 10 will be rotated by the steering system atsubstantially the same speed and substantially the same magnitude.Preferably, the steering gear 52A is configured to rotate about 90degrees, with about 45 degrees in the spline portion 82A and about 45degrees in the spline portion 84A. The spline portion 84A has a longerpitch line than the spline portion 82A, and therefore more teeth. In theillustrated embodiment, the spline portion 82A has six teeth 60A and thespline 84A has seven teeth 60A. Similarly, the portion 87A of the wheelgear 70A must match its corresponding spline portion 84A on the steeringgear 52A, so it also has a greater number of teeth 62A. As the pitchline P_(w) gets closer to the axis A_(w) in the portion 87A, the teeth62A extend a greater distance around the circumference of the wheel gear70A. As a result, the gear teeth 62A in the portion 83A take up a sectorof between about 70 and 89 degrees and the gear teeth 62A in the portion87A take up a sector of between about 91 and 120 degrees. The variationin the pitch lines between the inward turn side (84A, 87A) and theoutward turn side (82A, 83A) causes the inward front wheel 18 to achievea greater steering angle than the outward front wheel 18 in accordancewith the Ackermann steering geometry.

The non-circular shapes of the steering gear 52A and the wheel gear 70Aenable the gear combination to have a non-uniform gear ratio. In theneutral position, the ratio of the distance between the pivot axis A_(s)and pitch line P_(s) of the steering gear 52A to the distance betweenthe pivot axis A_(s) and pitch line P_(w) of the wheel gear 70A ispreferably between about 1.0:1.0 and 2.0:1.0, and more preferably about1.5:1.0. The spline portion 82A of the steering gear 52A and the portion83A of the wheel gear 70A have uniform pitch lines; therefore this ratioremains substantially constant for the front wheel 18 on the outboardside of the turn. However, in the extreme turning position illustratedin FIG. 9C, the ratio of the distance between the pivot axis A_(s) andthe pitch line P_(s) of the steering gear 52A to the distance betweenthe pivot axis A_(w) and the pitch line P_(w) of the wheel gear 70A forthe front wheel on the inboard side is preferably between about 2.0:1.0and 4.0:1.0, and more preferably about 3.0:1.0. However, any ratiosuited to a given application may be chosen.

Steering and Speed Control Assemblies with the Integration Device

Referring back to FIGS. 2B and 4, the speed control assembly showngenerally at 21 and its interaction with the steering assembly 20 viathe integration device 27 to control the transmission drive units 29will now be described. In a preferred embodiment, the integration device27 includes components that mechanically integrate a steering input fromthe steering assembly 20 corresponding to the position of the steeringinput device 24 with a speed input corresponding to the position of thespeed input device 28 to drive and steer vehicle 10. The integrationdevice 27 that is shown in the figures is configured to set thedirection of rotation of each drive wheel 16 and the relative rate ofrotation of each drive wheel 16 in response to the steering input theintegration device receives from the steering assembly 20. Theintegration device, steering assembly and speed control assemblydepicted in, for example, FIGS. 1-16 are configured to work together toreduce the speed of (such as by decelerating) the outboard drive wheelof the vehicle in a sufficiently extreme turn, even when the speed inputis constant (see FIG. 16). In some other embodiments, the steering andspeed control assemblies and the integration device are not configuredin that manner.

The integration device 27 includes an assembly 101, such as a linkageassembly, that couples the speed control assembly 21 and steeringassembly 20 to the transmission drive units 29 such that the steeringand speed inputs can be coordinated to control the magnitude anddirection of rotation of the transmission drive units 29.

In one embodiment, the assembly 101 includes pintle links 102 pivotablycoupled to the transmission drive units 29. When the pintle links 102are pivoted in first and second directions, they provide input to thetransmission drive units 29 to control the direction and magnitude ofthe rotational output of the transmission drive units, and thus thedirection and magnitude of rotation of the respective drive wheels 16.The more that the pintle links 102 are pivoted, the greater themagnitude of speed at which the drive units 29 are driven in eachrespective direction. The assembly 101 may also include drive rods 104,which may be pivotably coupled to the pintle links 102 at distal ends105 of the drive rods. The drive rods 104 are movable back and forth soas to pivot the pintle links 102 in the first and second directions. Thedrive rods 104 may be independently shifted with respect to the other.“Independently shifted” means that the drive rods 104 may be movedseparately, such as in the longitudinal direction of the vehicle. As aresult, the pintle links 102 are independently pivoted such that thetransmission drive units 29 can drive their associated drive wheels atdifferent rates and in different directions, although they may alsodrive them at the same rate and in the same direction. Drive rods 104may be configured in any suitable fashion to accommodate the orientationof the transmission system (and, more specifically, the transmissiondrive units). For example, two sections of a drive rod (or two driverods) may be coupled together longitudinally using complimentary bellcranks (see FIG. 21 for an example of one bell crank) or a connectingplate (see FIGS. 10 and 11). Alternatively, a change in the height ofdrive rod may be accomplished by bending it (see FIG. 4).

The speed control assembly 21 of vehicle 10 includes a speed input shaft110 that is coupled to the chassis 14 in a way that allows it to rotatein response to movement of the speed input device 28 to which it iscoupled (e.g., through a fixed attachment). Speed input device 28 iscoupled to speed input shaft 110 such that the speed input shaft 110will rotate in the same general direction that the speed input device 28is depressed. When the steering input device 24 is in a neutral position(not steered to the left or right), rotating the shaft 110 in eitherdirection will cause the left and right drive units 29 to drive atsubstantially the same magnitude and in the same direction, propellingthe vehicle 10 straight forward or backward. The speed input device 28may be biased via a spring or other mechanism toward a neutral ornon-driving position.

As shown in FIG. 10, the speed input shaft 110 is coupled to a speedmechanism 112. The speed mechanism comprises two speed cams 112, onecontrolling the left drive unit 29 and the other controlling the rightdrive unit 29. The speed input shaft 110 is coupled to an arm 113 with abracket 114. The arm 113 is coupled to a second speed shaft 115 throughbracket 116. Thus, the speed input shaft 110 is coupled to the secondspeed shaft 115 through the arm 113 such that rotation of the speedinput shaft 110 is transmitted into rotation (in the same direction) ofthe second speed shaft 115.

Each speed cam 112 is coupled to the second speed shaft 115 preferablywith a bracket 117 at point 125. Each speed cam 112 has a speed slot119. Integration device 27, and more specifically linkage assembly 101,includes a follower 120 that is coupled to the end of the drive rod 104and rides in the speed slot 119. In the illustrated embodiment, forexample, the follower 120 includes a yoke 121 having a pin 122configured to ride in the speed slot 119. The follower 120 may containrollers, bearings or other components to enable the follower 120 toslide in the speed slot 119.

As FIG. 10 shows, actuation of the speed input device 28 appliesrotational force equally to both of the speed cams 112. The speed cams112 rotate about a pivot point 118 positioned on a line extending alongthe axis of the second speed shaft 115 and located within the speed slot119 (see FIG. 13) as a result of the configuration of brackets 117,which act as bridges. The speed slot 119 is preferably curved so thatthe follower 120 can freely slide from one end of the speed slot 119 tothe other as the drive rod 104 is pivoted about a center axis positionednear the pintle link 102. Furthermore, speed slot 119 may be shaped likean arc having a radius that is equal to the distance from the pivotpoint 118 to the actuation location, which is the location where thepintle links control actuation of the drive units. As a result, a speedinput that cause the follower 120 to move in the speed slot will notactuate either of the drive units because the distance between thepintle link and a line defining the arc of the speed slot (which runsthrough the pivot point 118) is constant all along the slot.

FIG. 11 shows the follower 120 received in the speed slot 119 of thespeed cam 112 at a bottom position. This may be the default or biasedposition. However, the neutral position may be at the top of the speedslot 119 depending on the arrangement of the drive rod 104 and thepintle link 102 and how the pintle link 102 is configured to control thedrive units 29. The speed control assembly 21 receives the steeringinput from the steering assembly 20 via the two steering cams 40. Eachsteering cam 40 is coupled to the speed cam 112 with a steering commandarm 124. The steering command arm 124 has a generally V-shaped body andis coupled to the chassis 14 at pivot 126. One end of the steeringcommand arm 124 contains a follower link 128 that is movably coupled tothe steering cam 40. Specifically, in this embodiment, the steering cam40 has a steering slot 127 that receives the follower link 128. Theother end of the steering command arm 124 is coupled to the drive rod104 with a slide 133. The slide 133 may be pinned to the steeringcommand arm 124 in any suitable manner (see FIG. 4) such that it canpivot about its pinned axis and translate along the length of a portionof the drive rod 104 without disrupting the longitudinal position of thedrive rod and actuating one of the drive units 29. The steering commandarm 124 can selectively move the follower 120 in and along the length ofthe speed slot 119. As a result, the position of the steering cam 40 cancontrol the position in the speed slot 119 where the follower 120engages the speed cam 112.

As shown in FIG. 12, the steering slot 127 on the steering cam 40 has adwell portion 130 that has a first contour for controlling the positionof the follower link 128 when the steering cam 40 is on the outboardside of the vehicle 10 during a turn. The dwell portion 130 may includean end section 130A that has a different contour than an inner section130B of the dwell portion 130. The steering slot 127 also has a camportion 131 that has a second contour for controlling the position ofthe follower link 127 when the steering cam 40 is on the inboard side ofthe vehicle 10 during a turn. The first contour of the dwell portion 130is different from the second contour of the cam portion 131. The camportion 131 may have an end section 131A and an inner section 131B. Theend section 131A may have a different contour than the an inner section131B. When the steering cam 40 is in its neutral position, the followerlink 128 resides in a juncture 132 situated between the dwell portion130 and the cam portion 131.

The operation of the speed assembly 21 will now be described withrespect to a steering cam 40 and a speed cam 112 positioned on the rightside of the vehicle 10 (as shown, for example, in FIG. 4), to illustratehow the steering input from the steering input device 24 and the speedinput from the speed input device 28 may be integrated. FIGS. 14A-14Cand 15A-15C schematically show various positions of the speed cam 112,the follower 120 as controlled by the steering cam 40 (removed forclarity), and the pintle link 102 for different speed and turncombinations for the vehicle 10.

FIGS. 14A-14C depict a “straight ahead” mode of operation where there isno steering input to the steering input device 24. FIG. 14A shows aneutral condition where there is no speed input, or the speed inputdevice 28 (FIG. 10) is in the neutral position N. When the driverdepresses the speed input device 28 in the first or forward direction,the speed cam 112 is rotated via the speed input shaft 110 (FIG. 10)about pivot 118. A result of such rotation is depicted in FIG. 14B. Thisaction results in the pintle links 102 being shifted away from theneutral position N, which causes the vehicle 10 to drive in the forwarddirection. During this process, the steering cam 40 (FIG. 11) remains ina constant default position, which causes the followers 120 to remain atone end of the speed slot 119. In the illustrated embodiment, this isthe bottom end of the speed slot 119. As shown in FIG. 14C, depressingthe speed input device 28 in the second or reverse direction rotates thespeed cam 112 in the opposite direction about pivot 118. Rotation of thespeed cam 112 in this opposite direction forces the follower 120 in theopposite direction. This positions the pintle link 102 on the oppositeside of the neutral position N, causing the drive unit 29 to drive inreverse.

Operation of the vehicle 10 will now be explained when a turn isdirected by the steering input device 24. Returning to FIGS. 4 and 12,rotating the steering cam 40 in a first direction (e.g., commanding aturn that places the illustrated input member 40 on the outboard side ofa turn) causes the follower link 128 to track along the curvature of theinner section 130B of the dwell portion 130 of the steering slot 127.The contour of the inner section 130B is such that the follower link 128slides in steering slot 127 such that the steering command arm 124remains stationary and does not move about pivot 126. When stationary,the steering command arm 124 does not change the position of thefollower 120 in the slot 119 of the speed cam 112. However, if anextreme turn is intended, such as one that would turn the front wheelsabout 60 degrees or greater, the steering cam 40 is rotated such thatthe follower link 128 reaches the end section 130A. The end section 130Ais contoured so as to cam the follower link 128 and cause the steeringcontrol arm 124 to pivot, thereby repositioning the follower 120 to slowthe outside transmission drive unit 29 for the extreme turn, asdescribed below.

Alternately, rotating the steering cam 40 counter-clockwise (e.g.,commanding a right turn that places the input member 40 on the inboardside of the turn) causes the follower link 128 to move along thecurvature of the cam portion 131 of the steering slot 127. The contourof the inner section portion 131B is such that the steering cam 40exerts a force on the follower link 128 causing the steering command arm124 to move about pivot 126. As the steering command arm 124 pivots, itmoves the follower 120 along the length of the speed slot 119 of thespeed cam 112. This provides a steering input from the steering cam 40to be integrated with the speed input. That integration produces a“blended output” that is transmitted through the drive rod 104 to thetransmission system as a result of an operator manipulating speed inputdevice 28. A blended output in this context is one that results from acombination of a speed input (e.g., depressing a pedal) and a steeringinput (e.g., turning a steering wheel). Neither the output from thedrive multiplier 116 that travels through drive linkage 38 to drivetransmission 30 nor the output from the steer multiplier 112 thattravels through steering linkage 48 to steer transmission 32 in U.S.Pat. No. 6,904,985 is a blended output.

Referring now to FIGS. 15A-15C, FIG. 15A shows positions of the speedcams 112, the follower 120 as controlled by the steering cam 40, and thepintle link 102 in the condition in which the steering input device 24(FIG. 1) is rotated to command a maximum inside turn, such that theillustrated speed cam 112 controls the drive unit 29 on the inboard sideof the turn. During an inward turn, the steering cam 40 causes thefollower 120 to shift in the speed slot 119 toward the opposite end ofspeed slot 119 from that shown in FIGS. 14A-14C. Accordingly, when thespeed input device 28 is depressed in the first or forward direction asdepicted in FIG. 15B, the geometry of the speed cam 112 for the inwarddrive unit 29 causes movement of pintle link 102 in a reverse direction.Depressing the speed input device 28 to drive the vehicle forward, withthe steering input device 24 fully turned to cause an inward turn,causes pintle link 102 to drive the drive wheel 16 on the inside of theturn in reverse. The follower 120 in the opposing speed cam 112 (notshown) for the outside drive unit 29 does not move toward the upper endof the speed slot 119. Therefore, the outside wheel is driven forward,resulting in a low- to zero-radius turn.

When the speed input device 28 is depressed in the second or reversedirection, the speed cam 112 rotates in the second direction as depictedin FIG. 15C. This causes the pintle link 102 to command the inward driveunit 29 to drive the inward drive wheel 16 in the forward direction.Thus, ZTR steering (or at least small-turn radius steering) in forwardand reverse is accomplished as a result of the drive units receiving twoblended outputs. While the front steerable wheels 18 may rotate in theAckermann geometry as set forth above, the steering system 20 may beconfigured to steer the front wheels 18 in any desired manner usingsound engineering judgment.

As FIGS. 14A-14C and 15A-15C show, the position of the follower 120within the speed slot 119 may be adjusted by applying a force with thesteering cam 40 (as seen in FIG. 11). Preferably, a bias force, whichmay be applied by a spring (not shown) coupled to the follower 120 in amanner well known in the art, biases the follower 120 to the neutralposition. As the steering input device 24 is turned, the drive rod 104selectively moves through the speed slot 119 to cross from a firstdirection position to a second direction position. Preferably, thefollower 120 slides in an analog fashion from the bottom to the top ofthe speed slot 119 depending on the magnitude of the turn directed bythe steering input device 24, establishing a series or a plurality oftrajectories through which the follower 120 is selectively maneuvered.Therefore, the follower 120 is selectively positioned at various pointsbetween the first and second maximum positions in the speed slot 119. Inthis way, and because the steering cams 40 are rotated independently orasynchronously, the pintle links 102 may be independently controlledthrough receipt of independent blended outputs from the drive rods 104to steer and propel the vehicle 10 in a manner consistent with propersteering in the forward and reverse directions. Additionally, thesteering cams 40 and the speed cams 112 are preferably configured sothat the maximum distance from the neutral position N that the pintlelink 102 can be shifted by the follower 120 is greater in the forwarddirection than in the reverse direction. As a result, a given drive unit29 (and, more generally, the transmission system) produces a greatermaximum magnitude of speed in the forward direction than in the reversedirection. For example, in one embodiment, the vehicle has a maximumforward speed of about 6 mph and a maximum reverse speed of about 4 mph.

Preferably, the steering characteristics of the drive wheels 16 and thefront wheels 18 are matched so that the steering provided by the drivewheels 16 and the front wheels 18 cooperate to steer the vehicle 10.Accordingly, the degree of turn caused by the drive wheels 16 may bematched with the steering angle of the front wheels 18 so that the drivewheels 16 do not try to turn the vehicle in a sharper turn than thefront wheels 18, and vice-versa. In the illustrated embodiment, this isaccomplished by selecting the curvature of the steering slot 127 of thesteering cam 140 to match the steering angle of the front wheels. Thiscan also reduce the amount of torque required of the drive wheels 16 toturn the vehicle as compared to the amount of torque needed to turn thefront castor wheels of some conventional vehicles. With steerable wheels18, the operator of the vehicle does not need the level of proficiencyrequired to operate existing lever-controlled ZTR vehicles, and thetendency to damage the driving surface such as by tearing up the grassby skidding the inboard drive wheel during a turn is reduced, andpossibly eliminated.

In operation, the steering assembly 20, via the steering cam 40 on theinboard side of the intended turn, provides a steering input thatchanges the condition of the speed command to the drive unit 29 receivedfrom the speed cam 112 through the assembly 101. The steering cam 40 onthe outboard side of the intended turn does not change the condition ofthe speed command to the drive unit 29 for small turns.

Speed Curves

For extreme turns, it is preferable for the drive unit 29 on theoutboard side to slow so that the front wheels do not plow. FIG. 16illustrates one example of the wheel speed for the drive wheels 16produced by the two transmission drive units 29 as a function ofsteering input, assuming a constant steering input from the speed inputdevice 28 (“constant pedal”). The graph shows that the inside wheelslows more, and more quickly than the outside wheel, during a turn. Theinside wheel has a zero speed for a turn of about 90 degrees and has themaximum reverse speed where the inside wheel is turned about 108degrees. The outside wheel desirably maintains or even slightlyincreases its speed for turns up to about 60 degrees. The outside wheelgradually slows for larger turns until it slows to a speed of equalmagnitude, but in the forward direction, as the inside wheel at 108degrees to produce a zero turn radius. The FIG. 16 graph of wheel speedvs. applied steer is only one example of how the steering assembly 20,the speed control assembly 21 and integration device 27 may operate.They may be configured to produce other speed profiles.

The steering assembly 20, the speed control assembly 21 and integrationdevice 27 work together to provide a reduced average velocity as thevehicle 10 turns, as shown by the FIG. 16 speed curves. The steeringassembly 20, the speed control assembly 21 and integration device 27work together to balance the torque delivered by the drive wheels 16 andprovide the vehicle 10 with infinite and controlled speed modulationthrough the desired speed ranges of the two transmission drive units 29from the forward to reverse directions.

A turn results in a steering input to the inward follower 120 thatcauses the follower 120 to be positioned in the speed slot 119 nearerthe point 118 about which the speed cam 112 pivots. This causes themagnitude of the movement of the drive rod 104 to diminish.Correspondingly, the lateral displacement of the pintle link 102 on theinward side is reduced and the inward drive wheel 16 is driven moreslowly. The difference in rotational speed between the drive wheels 16causes the vehicle 10 to turn. This turn is maintained regardless of theposition of the speed cam 112 as long as the setting of the steeringinput device 24 is not changed. Even as the driver places the vehicle 10in reverse by switching input on the speed input device 28, themagnitude of speed on the inward wheel 16 remains smaller than that ofthe outboard wheel 16, so that the vehicle continues the turn in thesame direction. Thus, consistent or proper steering is maintained whentraveling in reverse. Additionally, movement of the steering cams 40does not reposition the speed cams 112; it only changes the position atwhich each follower 120 is positioned in the speed slot 119 of one ofthe speed cams 112. And because the speed slot can be configured as anarc having a radius as described above, movement of the steering inputdevice 24 (FIG. 1) does not cause any rotation of the drive wheels 16 ormovement of the vehicle 10. This should accord with the expectation ofthe operator of the vehicle 10, who may be accustomed to controlling themovement and speed of the vehicle with one control (e.g., the speedinput device 28) and steering with another control (e.g., the steeringinput device 24).

Worm Embodiment

Referring now to FIGS. 17-20, an alternate embodiment for integratingthe steering input from the steering input device 24 and the speed inputfrom the speed input device 28 is illustrated. As in the embodimentabove, the drive units (not shown) are coupled to a linkage assemblywhich includes a pair of drive rods 104A pivotally coupled to pintlelinks (not shown). This embodiment illustrates the drive rod 104A ashaving a bell crank 149 disposed at one end (and which can be coupled toa bell crank disposed on another drive rod (not shown)) to accommodatethe orientation of the transmission drive unit.

FIG. 17 shows the speed input shaft 110 coupled to two speed cams 112Avia a second speed shaft 115A. Rotation of the speed input shaft 110causes rotation of the second speed shaft 115A, which in turn rotatesthe speed cams 112A. The speed cams 112A have a substantially similarshape and substantially similar speed slot 119A as the speed cams 112described in the previous embodiment. Followers 120A positioned at theend of the drive rods 104A are coupled to the speed cams 112A with ayoke 121A and pin 122A slidably received in the slot 119A. A furtherdescription of the speed cams 112A and followers 120A is not neededbecause they are similar to the speed cams 112 and followers 120 of theembodiment described above.

Two steering cams 40A are coupled to the chassis 14 such that theyrotate about pivot 41A and are coupled to the steering input device 24(FIG. 1) via a worm gear 150. The worm gear 150 is positioned at the endof the steering shaft 30 so that the worm gear 150 is rotated in firstand second directions as a result of rotation of the steering inputdevice 24. The worm gear has first and second variable pitch grooves152, 153 cut around its outer circumference. The left steering cam 40Aengages the worm gear 150 via a set pin 154, and the right steering cam40A engages the worm gear via set pin 155. The set pin 154 is receivedin the first variable pitch groove 152. Likewise, the set pin 155 isreceived in the second variable pitch groove 153. The variable pitchgrooves 152, 153 are configured to cause the set pins 154, 155 toselectively pivot the steering cams 40A as the worm 150 is rotated.

FIG. 18 shows that the variable pitch groove 152 has a dwell portion152A in which the variable pitch groove 152 has a first contour. Thevariable pitch groove 152 also has a cam portion 152B in which thevariable pitch groove 152 has a second contour. The first contour isdifferent than the second contour: the cam portion 152B has a generallyspiral configuration while the dwell portion 152A extends around thecircumference of the worm 150 at a uniform height along the body of theworm. In one embodiment, the dwell portion 152A and the cam portion 152Beach cover about 240 degrees around the circumference of the worm.However, the length of the dwell portion 152A and cam portion 152B maygreater or less than this depending on the desired application, andusing sound engineering judgment. When the steering cam 40A is in itsneutral position, the set pin 154 resides in a juncture 156 between thedwell and cam portions 152A, 152B of the variable pitch groove 152. Thesecond variable pitch groove 153 has a similar dwell portion 153A andcam portion 153B that meet at a juncture 157.

FIG. 18 illustrates a condition in which the set pins 154 and 155 are inneutral positions; specifically, the pins are in the junctures 156, 157in their respective grooves 152 and 153.

FIG. 19 illustrates a second condition after which the worm gear 150 hasbeen rotated by rotation of the steering input device 24 (FIG. 1). Inthis second condition, the set pin 154 has traveled through the dwellportion 152A of groove 152 and the set pin 155 has traveled through thecam portion 153B of groove 153.

As best seen in the enlarged view of FIG. 20, a steering command arm124A extends from the steering cam 40A. The steering command arm 124A iscoupled to the linkage assembly 101A with the slide 133A and controlsthe position of the follower 120A to provide steering input to the speedcams 112A in substantially the same way that the steering command arm124 controls the position of the follower 120 in the embodimentdescribed above.

In operation, the worm gear 150 rotates in response to a steering inputon the steering input device 24 (FIG. 1). When the worm gear 150 isrotated counter-clockwise (e.g., when a left turn is intended that wouldplace the input cam 40A illustrated in FIG. 20 on the outboard side ofthe turn), the set pin 155 tracks along the curvature of the dwellportion 153A of the groove 153. The contour of the dwell portion 153A isconfigured such as the set pin 155 tracks along it, the worm 150 doesnot cause the steering cam 40A to rotate about pivot 41A; instead, thesteering cam 40A remains generally stationary. Thus, the steeringcommand arm 124A does not cause the follower 120A to reposition in theslot 119A of the speed cam 112A.

Alternately, when the worm gear 150 is rotated clockwise (e.g., when aright turn is intended that would place the input cam 40A on the inboardside of the turn), the set pin 155 tracks in the cam portion 153B of thegroove 153. The contour of the cam portion 153B is configured such thatthe worm gear 150 exerts a force on the set pin 155 that causes thesteering cam 40A to pivot about pivot 41A. As the steering cam 40Apivots, the steering command arm 124A causes the follower 120A to shiftin the slot 119A of the speed cam 112A. The steering cam 40A on theopposite side responds in similar fashion.

In this embodiment, the steering cam 40A on the outboard side of theintended turn does not change the position of the follower 120A withrespect to the speed cam 112A. On the other hand, the steering cam 40Aon the inboard side alters the position of the follower 120A. The wormgear 150 (and, more particularly, the shape of the variable pitchgrooves 152, 153) may be configured to cause the transmission systemgenerally (and the outside drive unit specifically) to slow during anextreme turn in order to help prevent plowing of the front wheels 18.Rotation of the speed cam 112A through operation of the speed inputdevice 28 and operation of the pintle links by the linkage aresubstantially the same as the operation of those elements in theembodiment described above and illustrated in FIGS. 14A-14C and 15A-15C,and thus need not be repeated.

In the embodiments described above, the vehicle includes right and leftsteering cams (40 and 40A), right and left speed cams (112 and 112A),and right and left followers (120 and 120A). The follower on the rightside of the vehicle is coupled to the right transmission drive unit 29and is controlled by the right side steering mechanism and right sidespeed cam. The left follower is coupled to the left transmission driveunit 29 and is controlled by the left side steering mechanism and theleft side speed cam. Each steering cam influences the position of itsrespective follower with respect to the relevant speed cam.

Alternately, the vehicle 10 can include a single steering mechanisminteracting with a single speed mechanism with a linkage assembly havinga single follower with multiple legs that interact with the transmissionsystem generally, and the transmission drive units 29 more specifically.Additionally, the steering mechanism can change the position of thespeed mechanism with respect to the follower in other embodiments of thepresent devices and systems, which is described next.

Rack and Pinion Embodiments

FIGS. 21-25D illustrate a speed control assembly 21B and a portion of asteering assembly 20B. The steering assembly 20B includes a steeringmechanism in the form of a gear wheel 200 that is externally toothed toengage with a gear or drive chain (omitted from the drawings forsimplicity) coupled to the steering input device (e.g., steering input24, not shown). Movement of the steering input device by the driver thusrotates the gear wheel 200. The speed control assembly 21B includes aspeed mechanism comprising master and slave toothed racks 202, 204 thatare coupled to the gear wheel 200 such that they turn along with it, butare capable of moving longitudinally relative to it. As shown in FIG.22, this coupling is achieved through lugs 206, 208 projecting from thegear wheel 200 and slidably received in longitudinal slots 210, 212 ofthe respective racks 202, 204. Other means for providing a directionallypositive arrangement may be adopted. For example, both racks may beslidably coupled (e.g., using bearings) to a base plate (not shown). Thebase plate may be coupled to the mounting plate 219 (discussed below)with side walls (not shown) to enclose and protect the racks.

The speed cam 21B also comprises a speed control rack 214 that iscoupled to, and movable along its longitudinal direction by, a speedinput device (e.g., speed input device 28, not shown). The speed controlrack 214 meshes with a speed control pinion 216. Both the gear wheel 200and the speed control pinion 216 are journalled on an axle 217 of amounting pinion 218. The axle 217 is journalled in a mounting plate 219such that it can rotate, but its axis is fixed. Although not shown, themounting plate 219 may be provided with a slot and the speed controlrack 214 may be coupled to the mounting plate 219 with a lug projectingfrom the speed control rack 214 that rides in the slot. The gear wheel200 has a domed inner region into which the speed control pinion 216projects. The dome is cut away to enable meshing of the speed controlpinion 216 with the speed control rack 214. The mounting pinion 218meshes with the slave rack 204 but runs in an un-toothed longitudinalrecess 220 in the master rack 202, so that it does not restrictlongitudinal motion of either rack—when the slave rack 204 moves, themounting pinion 218 freewheels. The speed control pinion 216 meshes withthe master rack 202 so that displacement of the speed control rack 214produces a corresponding displacement of the master rack 202.

An integration device comprising a follower pinion 224 (one type offollower) meshes with lower regions of both master and slave racks 202,204. The follower pinion 224 is rotatably mounted on a stub axle 225carried by a “T” shaped lever 130. The lever 260 is provided with afulcrum in the form of a spigot 158 movable along a guideway formed as aslot 160 in the mounting plate 219, and its left and right limbs arecoupled to the ratio control levers 144L, 144R (which are comparable infunction to the pintle links 102 described above) of the transmissiondrive units 122L, 122R (which can be HSTs as described above, or anyother suitable transmission system, such as two continuously variableratio transmissions, as described below). Although the follower pinion224 is shown to be co-axial with the mounting pinion 218 in some of thedrawings, it is able to move away from this position in response toinput from the speed input device (not shown).

The racks 202, 204, 214 together form a guide path that is rotatableabout a fixed axis defined by the axle 217 by means of the steeringinput device through the gear wheel 200. The radial position of thefollower pinion 224 (the distance of its center from the fixed axis) isunchanged by rotation of the guide path and depends only on the positionof the speed control rack 214. FIG. 24 shows the configuration when thespeed input device is at zero or a neutral position and the steeringinput device is in a “straight ahead” position. The axis of the followerpinion 224 lies on the fixed axis 217, and correspondingly the lever 130(omitted from FIGS. 24-25D for the sake of representational simplicity)is positioned to place both transmission drive units 122L, 122R inneutral position. FIG. 25A shows the configuration where the steeringinput device remains at zero (the orientation of the master and slaveracks 202, 204 is the same as in the previous drawing) but the speedinput device has caused the speed control rack 214 (not seen in thesedrawings) to be advanced, and this motion has been transmitted throughthe speed control pinion 216 to the master rack 202. Consequently, thefollower pinion 224 has been displaced forwardly from the fixed axis217. As in previous embodiments, the effect of this forward displacementis to set the two transmission drive units 122L, 122R to identicalforward ratios, causing the vehicle 10 to move in a straight line. Ifthe speed control setting of FIG. 25A is maintained, but the drivermoves the steering input device to request a right turn, theconfiguration of FIG. 25B is reached. The master and slave racks 202,204 have turned through ninety degrees. In the process, both master andslave racks 202, 204 have rotated around the speed control pinion 216,causing them to move equally and in opposite directions. Consequently,the radial displacement of the follower pinion 224 from the fixed axis217 is unchanged. The follower pinion 224 is now displaced laterally toproduce a right turn.

Still maintaining the same speed control setting, but moving thesteering input device 24 to request a left turn, results in theconfiguration of FIG. 25C. Again, the radial displacement of thefollower pinion 224 is unchanged.

FIG. 25D shows the configuration when the steering input device is setto zero but the speed control rack is withdrawn to move the followerpinion 224 rearwardly, setting both transmission drive units 122L, 122Rto identical reverse ratios and causing the vehicle 10 to reverse in astraight line.

It will be apparent that in the master/slave rack embodiment describedabove, the speed input device determines the radial distance of thefollower or followers from the axis about which the guide path rotates.The displacement of the follower produced by moving the steering inputdevice is a function of this radial distance. Rotating the guide pathcauses the ratio of one transmission drive unit relative to the other tochange, whereas moving the follower along the guide path changes bothratios in the same sense.

FIG. 26 illustrates an arrangement which is functionally similar to thatof FIGS. 21-25D but is believed to be more convenient to assemble. Thearrangement includes a master rack 402 and a slave rack 404, but in thisembodiment the racks are received and mounted by a two part housing 450,452. The housing and the racks are able to rotate around axis 454.Mounting pinion 418 is spatially fixed through an integral boss 456,which is splined into mounting plate 419. Housing part 450 has anintegral collar 458 through which the housing is rotatably mounted onboss 456. Running through an axial bore in the mounting pinion 418 is anintegral shaft 460 of a speed control pinion 416, the shaft beingsplined into an upper gear 462 through which speed control is exercised.The upper gear 462 is coupled to the speed input device through anarrangement (not shown) using either a chain or a further toothed rack.Rotation of the housing 450, 452 and of the racks it mounts iscontrolled through a steering gear 464 carried upon the housing andcoupled to the steering input device through an arrangement (not shown)using either a further gear, a chain or a further toothed rack. A stubaxle 425 mounted on a “T” shaped lever 430 (similar to lever 130described above) projects into an axial bore of follower pinion 424. Thelever 430 is coupled to the transmission system, and more particularlyto two drive units, in the manner described above with respect to FIGS.21-23. The follower pinion 424 meshes with both master and slave racks402, 404. Speed control pinion 416 meshes only with the master rack 402,so that moving this pinion by means of the speed input device moves thefollower pinion 424 radially. Fixed mounting pinion 418 meshes only withthe slave rack 404 to ensure that when the housing rotates, the slaverack retreats to compensate for the advance of the master rack. As aresult, rotation of the housing does not in itself change the radialposition of the follower pinion 424.

Assembly of this arrangement involves placing all of the relevant partsin housing part 450, then adding housing part 452 to keep them in place.Although it is not apparent from the drawing, the housing 450, 452 formsan elongate enclosure containing the full length of the racks andleaving them room to move longitudinally. Stub axle 425 and asurrounding, projecting hub 464 project through an elongate slot in thehousing part 452 to give them freedom to move longitudinally. Seals,including “O” ring seals 466, 468, retain lubricant in the housing 450,452. Mounting the housing assembly on the mounting plate 419 is achievedby inserting the shaft 460 through its hole in the mounting plate andsecuring the upper gear 462 in place upon the shaft 460 to resist itssubsequent withdrawal.

FIGS. 27 and 28 show a version of a transmission arrangement designed tomatch the characteristics of an Ackerman-type wheel assembly 50. Themechanism seen at 500 serves to control the position of the T-shapedlever 502, which is equivalent to the T-shaped lever seen in FIGS.21-23. In this embodiment, the outer ends of this lever couple to theratio control levers of the variators (which are not seen in thisdrawing) through spherical heads 503 received in complementarily shapedslots 504, which is a slight modification of the FIGS. 21-23 embodiment.A more significant difference of the present arrangement concerns anarrangement of gears 506, 508, through which the mechanism 500 iscoupled to the steering input device (not shown). The gear wheel 506servers the same purpose as gear wheel 200 seen in FIGS. 21-23: itserves to rotate the mechanism 500 by turning the lever 502 to providethe required steering effect. The driver is able to turn the gear wheel506 through the steering input device (e.g., steering input device 24from FIG. 1), which is coupled to the steering gear 508 that meshes withthe gear wheel 506. The gear wheel 506 and the steering gear 508 arenon-circular, and their shapes are chosen to provide the requiredrelationship between the position of the steering input device and theratios provided by the two transmission drive units (e.g., drive units29 or 122L, 122R described above). Determining the shapes for the twogears 506, 508 is a straightforward numerical exercise based upon thecharacteristic (steering input device position vs. vehicle turn radius)of the Ackermann steering device and the characteristic (ratio controllever position vs. ratio) of the transmission drive units. In thepresent embodiment, this yields a shape for the gear wheel 506 that hasthree curved sides, as seen. The gears 506, 508 are shaped to remain inmesh at all times, so that the shape of one determines the shape of theother.

FIGS. 29-31 depict the construction of a continuously variable ratiotransmission (CVT) having a geared neutral condition that is suitablefor use as a transmission drive unit 29. The depicted drive unit is atoroidal-race, rolling-traction type, although other types of CVTs maybe used. For example, a “belt and sheave” type transmission that couldbe used consistently with the present systems and vehicles is disclosedin U.S. Pat. No. 5,766,105, which is incorporated by reference.

The illustrated CVT comprises a variation V having a toroidally-recessedinput disc 310 and a facing toroidally-recessed output disc 312. Tworollers 314, 316 are mounted in the toroidal cavity defined between theopposing toroidally-recessed faces of the input and output discs 310,312 to transmit drive from the input disc 310 to the output disc 312with a ratio that can be varied by tilting the rollers 314, 316.

The input disc 310 is coupled to, and rotates with, a transmission inputshaft 318 which is driven from the vehicle's engine (e.g., engine 12 ofvehicle 10). The variation V provides an output via a tubular outputshaft 320 which is coupled to the output disc 312 and arranged coaxiallywith, and around, the input shaft 318. The input shaft 318 and thevariation output shaft 320 provide the inputs to a compound mixingepicyclic gear train E1. As shown schematically, the end of thevariation output shaft 320 remote from the output disc 312 carries afirst sun gear S1 of the mixing epicyclic gear train E1. The carrier C1of the gear train E1 is coupled to, and driven by, the input shaft 318.The carrier C1 carries four identical equally-spaced radially innerplanet gears P1 and four identical equally-spaced radially outer planetgears P2 of the same size as the radially inner planet gears P1. Theradially inner planet gears P1 engage with the first sun gear S1 andwith a respective one of the four radially outer planet gears P2. Theradially outer planet gears P2 also engage with an internally-toothedannulus A1, which forms the output of the mixing epicyclic gear trainE1. The output from the annulus A1 is coupled via tubular coaxial outputshaft 322 to a simple reducing epicyclic gearset E2. The reducingepicyclic gearset E2 comprises an input sun gear S2 carried by shaft 322which meshes with four equally angularly spaced planet gears P3 carriedby carrier C2. The planet gears P3 also mesh with an annulus A2 fixed tothe transmission housing. The rotation of the carrier C2 forms theoutput of the reducing epicyclic gear set E2 and is transmitted to theexterior by an output shaft 24 which is coupled to the carrier C2. Theoutput shaft 324 is coaxial with the input shaft 318, one end of whichis received in a recess 326 in the innermost end of the output shaft324. The output shaft 324 is coupled to the relevant driven vehiclewheel.

The transmission is housed in a generally tubular casing 330 whichsupports the input and output shafts 318, 320. The end of the casing 330adjacent the input shaft 318 is closed off by means of an end plate 332.A conical Belleville spring washer 334 extends between the inner face ofthe end plate 332 and an annular bearing plate 336, which is in rollingcontact with an outer planar face of the variator input disc 310. TheBelleville spring washer applies a force (an “end load”) to the inputdisc 310 and permits torque to be transmitted from the input disc 310via the rollers 314, 316 to the output disc 312.

By varying the inclination of the two rollers 314, 316 (as describedbelow), the speed of the output disc 312 relative to the input disc 310can be varied. By combining the rotations of the transmission input andvariator output in the mixing epicyclic gear train E1, the output of thetransmission can be varied. In the arrangement illustrated, thetransmission can be varied between full reverse, through “gearedneutral” to full forward, as well as anywhere in between. However, theoperating range of the variator can be tailored to requirements byappropriate selection of the gearing. For example, the variator may bearranged to vary between low reverse through geared neutral to highforward overdrive if a vehicle to which the transmission were fixedoperated normally in forward gear and operated only occasionally inreverse.

The mechanism for varying the inclination of the two rollers 314, 316 isshown in more detail in FIG. 30. Each roller 314, 316 is rotatablymounted in a roller carriage 340 by means of a stub axle 342 which isrotatably mounted in opposed planar support plates 44, 46 of the rollercarriage. One end of each of the roller carriages 340 is coupled to arespective one of the two ends of the cross-bar 348 of a control lever350 by means of a spherical bearing 352 (e.g., “Rose bearing”manufactured by Rose Bearings Limited). The control lever 348 isprovided with a pivot pin 354 located mid-way between the center pointsof the two spherical bearings 352. The pivot pin is received in a slot356 of the same width as the diameter of the pivot pin but elongated inthe radial direction with respect to the rotational axis of thevariator. The slot 356 is provided in a mounting lug 358 which projectsinto the variator into the space between the input and output discs 310,312.

The lever 350 is provided with an actuating arm 360 which projects outthe variator housing in a direction perpendicular to the line joiningthe center points of the two spherical bearings 352 (perpendicular tothe axis of the cross-bar 348 of the lever). This arm 360 forms thelever through which the transmission ratio is controlled and correspondsto the ratio control levers 144L, 144R described in connection withFIGS. 22-25E. As the lever 350 pivots, one of the rollers 310, 312 ispushed and the other is pulled, both with equal torque. The mounting ofthe pivot pin 354 within the slot 356 in the mounting lug 358 allows thepin 354 to move radially inwardly and outwardly, which ensures that thehorizontal forces from the rollers are equalized and cancel each otherout. This may be valuable with low-cost assemblies, where themanufacture of the components is likely to be less accurate. The radialmovement of the pivot of the lever allows the lever to move to aposition in which any imbalance between the two rollers arising frommanufacturing differences will be cancelled out.

It will be apparent that when drive is transmitted, the rollers aresubject to a net torque tending to drive them circumferentially aboutthe variator axis. This torque must be reacted to a fixed point for therollers to hold steady positions. The necessary reaction torque isprovided by the lever 360, so that the force upon the lever is relatedto the torques at the transmission input and output. When, for example,one wheel tends to lag behind the vehicle speed, in a way that couldotherwise cause it to slip, the effect is to change the force upon thelever such that the speed of the relevant wheel tends to increase. Bypermitting this adjustment, the depicted arrangements reduce or eveneliminate wheel slip.

Descriptions of well known manufacturing and assembly techniques,components and equipment have been omitted so as not to unnecessarilyobscure the present systems and devices in unnecessary detail. Thepresent systems and devices are not intended to be limited to theparticular forms disclosed. Rather, they are to cover all modifications,equivalents, and alternatives falling within the scope of the claims.

For example, the steering assembly that receives a steering input fromthe steering input device may be configured differently than shown inthe figures. In alternative embodiments, the steering mechanism for agiven vehicle may be a single steering cam with two steering slots,rather than two steering cams with one steering slot each, as shown forexample in FIG. 12. Furthermore, such a dual-slotted steering cam may beoriented horizontally (or generally perpendicular with the ground),instead of being oriented vertically like the steering cams shown in thefigures. Moreover, such a steering cam (like any of the present steeringcams) may be canted at any angle suited to a given application andchosen using sound engineering judgment.

Another alternative includes moving the gear set that initiallytranslates the rotation of a steering input device (such as a steeringwheel) into movement that is transmitted to the wheel assemblies. Forexample, such a gear set could be moved forward and positioned inbetween two rods that otherwise act as tie rods linking the two frontwheel gear assemblies together.

As yet another example, the steering slots that are shown in the figuresas positioned in the steering cams could be instead positioned in one ofthe gears making up the gear assemblies for the front steerable wheels.

As still another example, the vertically-oriented speed cams could bemade to mesh with each other to a certain degree and orientedhorizontally.

The appended claims are not to be interpreted as includingmeans-plus-function limitations, unless such a limitation is explicitlyrecited in a given claim using the phrase(s) “means for” and/or “stepfor,” respectively.

1. A vehicle capable of making a small radius turn, comprising: a frame;a steerable structure coupled to the frame; two drive wheels coupled tothe frame; a transmission system capable of driving the two drive wheelsat different speeds and in different directions; a steering assemblyconfigured to control the steerable structure; a speed control assemblycoupled to the transmission system; and an integration device configuredto mechanically integrate a steering input received by the steeringassembly with a speed input received by the speed control assembly tosteer and drive the vehicle; where the steering assembly, the speedcontrol assembly and the integration device are configured to worktogether to reduce the speed of the outboard drive wheel during anextreme turn while the speed input received by the speed controlassembly is constant.
 2. The vehicle of claim 1, further comprising:another steerable structure coupled to the frame, the steering assemblybeing configured to control each steerable structure.
 3. The vehicle ofclaim 2, where each steerable structures comprises a ground-engagingwheel.
 4. The vehicle of claim 3, where the steering assembly includes asteering input device configured to receive a steering input.
 5. Thevehicle of claim 4, where the steering input device is a steering wheel.6. A vehicle capable of making a small radius turn, comprising: a frame;a steerable structure coupled to the frame; two drive wheels coupled tothe frame; a transmission system capable of driving the two drive wheelsat different speeds and in different directions; a steering assemblyconfigured to control the steerable structure; a speed control assemblycoupled to the transmission system, the speed control assembly includinga speed input device configured to be manipulated by an operator; and anintegration device configured to integrate a steering input received bythe steering assembly with a speed input received by the speed controlassembly to produce a blended output for steering and driving thevehicle that is transmitted to the transmission system as a result of anoperator manipulating the speed input device; where the steeringassembly, the speed control assembly and the integration device areconfigured to work together to steer the vehicle correctly in bothforward and reverse during a turn.
 7. The vehicle of claim 6, where thetransmission system includes two transmissions, one coupled to eachdriving wheel, and the blended output comprises a first blended outputsent to one of the transmissions and a second blended output sent to theother transmission.
 8. The vehicle of claim 6, further comprising:another steerable structure coupled to the frame, the steering assemblybeing configured to control each steerable structure.
 9. The vehicle ofclaim 8, where each steerable structures comprises a ground-engagingwheel.
 10. The vehicle of claim 9, where the steering assembly includesa steering input device configured to receive a steering input.
 11. Thevehicle of claim 10, where the steering input device is a steeringwheel.